Distributed motor car driven freight train

Abstract

This invention discloses a freight train composed of sub-trainsets connected end-to-end. Each sub-trainset consists of a motor car that also functions as a freight car and a group of conventional freight cars it drives. The power supply and pneumatic braking systems of each sub-trainset are independent. Sub-trainsets can be separated from and joined to the main train, enabling rapid unloading and loading of freight. This rationally advances the regional division of labor between rail freight and road transport from arrival and departure hubs to intermediate stations, ensuring that most of the busiest railway lines within 150km can be rationally connected to road freight. This distributed train scheme allows for compact component specifications; it can adopt large-scale passenger car permanent magnet motor drive systems produced in large quantities, accelerating the realization of permanent magnet synchronization of railway drive motors; it uses rubber wheel drive frames, significantly improving the traction force per unit weight, thus multiplying the proportion of trailer-driven motor cars; it makes full use of existing freight cars and existing railways; these cost-saving measures comprehensively promote the "road-to-rail" shift in medium- and long-distance road freight.

Description

Technical Field

[0001] This invention relates to the field of vehicle transmission control, and particularly to drive control technology for rail freight trains. Background Technology

[0002] Currently, the mainstream of rail freight trains is locomotive-driven trains, meaning that the centralized locomotive drive system is the mainstream solution for freight trains. Due to the need to address different application scenarios involving power and traction, numerous different specifications of traction locomotives have emerged. In my country alone, there are 39 types of electric locomotives listed in the current standard (TBT 1407.1-2018, Train Traction Calculation Part 1: Locomotive-Driven Trains) (with a stock of 14,700 units by the end of 2025). Maintaining the redevelopment, manufacturing, and after-sales service of this diverse product system requires substantial resources and is therefore costly.

[0003] Currently, a major task for the railway equipment industry is to change the mainstream asynchronous motor drive system of electric freight locomotives to a permanent magnet synchronous motor drive system. Permanent magnet synchronous motors are 3%-5% more efficient than asynchronous motors, and the efficiency difference is even greater when using regenerative braking. However, the development of numerous permanent magnet motors and their transmission and control systems, the establishment of testing and experimental equipment, mass production process equipment, and after-sales service systems require a long period of time and a large investment. Even after the capability is achieved, the manufacturing and operating costs will still be high due to limited production volume.

[0004] Another crucial task for the railway industry is to promote the shift from road to rail freight: the basic resistance per unit weight of rail freight is approximately 1 / 7.7 that of road freight (thus saving about 87% of energy); the electric power system for rail freight, which obtains energy through the high-voltage power grid, is more efficient than electric vehicle charging systems; and when regenerative braking regenerates energy from kinetic energy, the significant difference in energy dissipation due to overcoming travel resistance results in much more energy being regenerated by rail vehicle electric braking. All these factors combined result in energy consumption per unit traction weight that is at least 90% lower than road freight. The massive energy savings and emission reductions have significant strategic importance for national energy security, and rail freight also significantly reduces labor costs in transportation operations. In short, it plays a vital role in reducing logistics costs in the national economy. However, despite strong promotion in recent years, progress has been limited, especially since 2019, when the ratio of road to rail freight turnover has actually increased (from 1.983 in 2019 to 2.157 in 2025). In fact, long-distance road and rail freight with the same origin and destination have long coexisted, a point worthy of further study.

[0005] In recent years, although distributed EMU freight solutions have emerged, and there are plans and schemes for developing high-speed freight EMUs to carry goods, these are only suitable for high-speed rail lines. There are also plans and schemes for express freight with speeds of 160 km / h and above, which involve increasing the speed of the tractor trains. However, the stock of mainstream freight cars used in railway freight transport at the end of 2025 is 1.02 million, the vast majority of which have a maximum operating speed of 120 km / h or less. Furthermore, according to the "TB 10098—2017 Railway Line Design Specification," freight cars only operate on passenger-freight mixed lines (freight trains with a design speed equal to or less than 120 km / h, with express mail trains being a special case of a small number of passenger cars carrying goods) and heavy-haul railways (freight trains with a design speed equal to or less than 100 km / h). Therefore, the above solutions cannot conveniently utilize freight cars and existing railway resources, and the unit freight cost is significantly higher than traditional freight solutions. They can only divert a limited number of high-value, urgently needed goods. For mainstream railway freight transport, this is not a fundamental solution to absorb road freight and achieve "road-to-rail" freight conversion.

[0006] The locomotive coupling scheme currently used in heavy-duty freight transport is also a distributed power drive. Its traction and braking force concentration has been improved, but the traction force of the coupled locomotive to its connected freight car is still concentrated and still limited by the allowable tensile force index of the hook, which limits the traction force and thus limits the acceleration. It is suitable for transportation from the departure station to the destination station, without loading or unloading in the middle, which is point-to-point transportation, and the transportation objects are specific.

[0007] It should be noted that passenger and freight mixed-use railways account for the vast majority of the total operating mileage of freight lines, and there are many intersections between major lines. This makes them easier to collect and distribute freight demand resources compared to heavy-haul railways. Among these, express freight trains are relatively efficient and cost-effective. However, short-haul transport between railway freight yards and departure or arrival stations is time-consuming and costly. While the implementation of the new express freight timetable in April 2026 improved the efficiency of direct freight trains, this only uses limited hub stations as the departure and arrival stations for express freight train lines. Other intermediate stations are only used for technical operations and not for loading or unloading goods. Since the distance between departure and arrival stations on most express freight train lines is over a thousand kilometers, [further details needed]. The distance between intermediate stations at key nodes is mostly over 200-300 kilometers. Relying on railway short-haul transport to the departure station for marshalling is time-consuming and inevitably involves turnarounds, which is not reasonable. Without follow-up measures, the only option is to abandon express trains and adopt the less efficient, less profitable, and less user-friendly conventional non-express train method (which does not have a significant overall advantage for road freight). In other words, the current regional division of labor between efficient express train freight and road transport is roughly at 17 hub stations. Could we push this regional division of labor closer to the source of goods and end users by using high-speed loading and unloading at intermediate stations outside the hub stations, so that railway freight can obtain a larger share of turnover from road freight? A comprehensive solution is needed to address all of the above issues. Summary of the Invention

[0008] This invention discloses a freight train for use on passenger-freight mixed lines or heavy-haul railways; its purpose is to provide a solution that fully utilizes existing resources, comprehensively addresses issues such as the standardization of train drive system specifications, accelerates the permanent magnet synchronization of drive motors, and, most importantly, accelerates the shift from road to rail transport. Unlike the development of high-speed freight EMUs—a solution that allows high-speed EMUs to carry goods (which is only suitable for high-speed rail lines); and unlike the fast freight transport at speeds of 160 km / h and above—a solution that increases the speed of the tractor; it is worth noting that: it is necessary to make reasonable and full use of the existing stock of approximately 1.02 million mainstream freight cars in railway freight and the huge assets of existing railways to save investment. This is a product series solution that is conducive to the reform of the current mainstream railway freight transport model.

[0009] The freight train consists of two or more sub-trains connected end to end. Each sub-train consists of one or more motor cars that also serve as freight cars and a group of freight cars that are not driven by them. All cars in the sub-train, including the motor cars and freight cars, are connected by semi-permanent couplers. The sub-trains are connected by automatic or semi-automatic couplers. In this way, it can adapt the train and its sub-trains to different power and traction requirements for different application scenarios by varying the number of sub-trains, the number of motor cars in the sub-trains, and the trailer-to-motor ratio (hereinafter referred to as the towing ratio). This allows the train and its sub-trains to meet a wide range of scenario requirements with only a few specifications of motor drive systems. It also enables the aggregation of batches, allowing for the centralized organization of standardized, professional, and large-scale production. Manufacturing and service costs are thus significantly reduced, and quality and after-sales service are more easily guaranteed. The power supply and pneumatic braking systems of each sub-train are independent; this allows each sub-train to become an independent sub-train. By separating the sub-train from the main train, it is possible to unload cargo from the main train at high speed. By loading the main train with cargo-prepared sub-trains into the main train, it is possible to load cargo from the main train at high speed. Compared to asynchronous motors, the "driven by permanent magnet synchronous motor" has higher motor efficiency, including higher regenerative braking efficiency. This allows for greater regenerative energy to be obtained for track travel with low kinetic energy dissipation, significantly improving energy efficiency. In addition, permanent magnet synchronous motors have higher power density per unit weight and higher control precision. One of the key tasks for energy conservation and emission reduction in the railway equipment industry is to transform asynchronous motor drive systems into permanent magnet synchronous motor drive systems. This solution adopts distributed train drive, requiring only a few specifications of train drive systems. It can adapt to different application scenarios' power and traction requirements by varying the number of sub-trains, the number of motors within each sub-train, and the trailer-to-motor ratio. This eliminates the need to design and develop new high-power permanent magnet synchronous motors and their transmission and control systems for each type of locomotive; it also eliminates the need for numerous production lines, testing systems, after-sales services, and spare parts; and it avoids the high manufacturing and service costs caused by dispersed production volumes due to numerous types of locomotives. This allows the industry to significantly accelerate the transition from asynchronous to synchronous drive systems, achieving substantial energy savings, emission reductions, and improved economic efficiency. The subway industry, with its distributed train drive, requires only a few specifications of permanent magnet synchronous motor drive systems to achieve motor synchronization, which serves as a good example. Its distributed motor drive across the sub-train sets disperses power / traction and braking force, thereby reducing the strength of the train coupling to a fraction of its original value; it can safely increase the power / traction force per unit weight of the train and safely increase the train's acceleration / deceleration; it can avoid the concentrated regenerative braking at the locomotive endangering driving safety, and can safely use the regenerative braking of the motor as much as possible, while using less or no pneumatic braking, greatly increasing the output of regenerative energy and improving the overall energy efficiency of the vehicle; The aforementioned EMU "also serves as a freight car," which improves the effective load rate of the train. This is also a result of distributed EMU drive: In centralized locomotive drive, due to the concentrated and large value of traction force, the locomotives all use counterweights to achieve the adhesive weight required for traction force. In contrast, with distributed EMU drive, the traction force borne by each EMU is much smaller, which can reduce the weight of each EMU, eliminate the need for counterweights, and fully utilize the lightweight achievements of the permanent magnet synchronous motor drive system to free up as much load capacity as possible and improve transport capacity service. The freight train consists of several sub-trainsets, where all cars, including motor cars and freight cars, are connected by semi-permanent couplers. This ensures stable and cost-effective couplers connecting the cars within each sub-trainset. The sub-trainsets are connected by automatic or semi-automatic couplers, allowing for rapid separation of the train into several sub-trainsets or rapid assembly of several sub-trainsets into a single freight train, without relying on shunting traction cars or complex hump systems. This achieves low-cost, high-speed assembly at the sub-trainset level, facilitating rapid unloading of goods (loaded on designated sub-trainsets) at stops or rapid loading by merging freight sub-trainsets waiting at stops. Furthermore, this system aims to fundamentally change the mainstream point-to-point railway freight model from origin to destination, transforming it into a multi-point convergence system for goods from production areas to distribution points. The multi-point model also lays an executable physical foundation for leveraging AI and telecommunications networks to fully utilize cargo organization capabilities. Furthermore, safely increasing train acceleration / deceleration and utilizing regenerative braking of electric motors as much as possible are fundamental conditions for maintaining safe and economical operating speeds even when adding stops. It is also a measure to increase average train speeds within the original railway design's allowable speed range without significantly increasing railway line investment, thereby increasing train dispatch density and railway capacity. These are crucial for "road-to-rail" conversion, i.e., transforming road freight operations into rail freight. The energy-saving effect of "road-to-rail" is ≥90%, far exceeding the 3%-5% energy saving effect of permanent magnet synchronous motors replacing asynchronous motors. Its massive energy-saving and emission-reduction total has strategic significance for national energy security. It also significantly reduces labor costs in transportation operations. In short, it plays an important role in reducing logistics costs in the national economy. Ideally, the permanent magnet synchronous motor used is a type of permanent magnet synchronous motor that has been widely and maturely applied in new energy passenger vehicles. The identifying characteristics of "using new energy passenger vehicles" are: the type code, size specification code, signal feedback element code, and cooling method code in the motor model are the same (except for the reserved code part) or substantially the same, that is, the model does not match, but the physical characteristics match the meaning of the model. The so-called large-scale mature application means that the motor is used in new energy vehicles (which may be manufactured by different manufacturers or used in different vehicles), and the cumulative sales have exceeded 50,000 or there is a record of monthly sales exceeding 5,000.

[0010] In this way, the latest achievements in new energy vehicle development can be quickly absorbed and applied to the drive of distributed freight trains. The motor power of distributed trains is much smaller than that of motors used in centralized locomotive drives, and is similar to that of motors used in high-power new energy passenger vehicles. This provides a realistic possibility for power value selection. In particular, the introduction of high-performance new energy vehicle drive systems based on a large-scale product development, manufacturing, and service system into the railway equipment supply chain not only has extremely high cost-effectiveness, but is also of great significance to the technological integration and development of the two industries. As for the differences in motor operating conditions and concerns about high-temperature demagnetization, these can be reasonably verified and resolved by considering appropriate power redundancy, enhanced cooling, and changes in permanent magnet materials. The cost and time required are much less than developing from scratch. The key is the compatibility of the products, which expands and maintains the product scale, which is decisive for cost-effectiveness that is closely related to economic interests.

[0011] Preferably, the train is equipped with two powered bogies, which serve as load-bearing, steering guides, and drive units. Before and after these two powered bogies, two assemblies (referred to as drive frames) containing a total of four non-steel drive wheels are installed. Each drive frame is powered by a motor, which, after being reduced in speed by a reducer, drives a pair of non-steel drive wheels. The distance between the two center planes of the non-steel drive wheel pair is equal to the track gauge plus the rail width. The non-steel drive wheels are rubber wheels, or their contact parts are made of a material with an adhesion coefficient to the rail greater than 0.5. Yes, when participating in driving or braking, traction or braking force is transmitted through the adhesion with the two rails, respectively, to drive or brake the train to which the drive frame is located; in addition, some trains may only have the two powered bogies and no drive frame; or some trains may only have two unpowered bogies, and two assemblies with a total of four non-steel drive wheels, referred to as drive frames, are installed in front of and behind the unpowered bogies respectively; the trains in the sub-train set may be one of the above three types of trains or a combination of different types of trains.

[0012] Thus, because the drive frame containing non-steel drive wheels participates in traction and braking, and the adhesion coefficient between the non-steel drive wheels and the track is much higher than that between the steel drive wheels and the track, the controlled coordination between the power bogie and the drive frame can, in general, significantly increase the adhesion force between the train and the track for the same weight. This supports increased traction or regenerative braking force, especially when the train starts or stops at stations, achieving greater acceleration and deceleration (and obtaining regenerative energy). This is important for maintaining economical transport speeds even with more stops and for attracting road freight ("road-to-rail"); or it can result in a larger drag ratio, i.e., less... High-speed trains are used to tow a large number of freight cars. The more than 1 million existing freight cars running on the existing freight lines are much cheaper than high-speed trains. They have a large towing ratio, which is of great significance for reducing the fixed costs of freight transportation and greatly improving the competitiveness of "road-to-rail" transportation. Among the three types of high-speed trains mentioned above, the first type has a larger power and traction configuration than the other two, and can be the preferred choice. The other two types can be used as backup options to enrich the power or traction variation levels of sub-trains, based on the power bogie drive assembly and drive frame drive assembly already available in the first type of high-speed train, without having to add new drive assembly varieties, which is more economical.

[0013] Preferably, there is a kinematic pair between the drive frame and the vehicle frame. The relevant kinematic pair components plan the motion trajectory of the drive frame relative to the vehicle frame, so that the near-cylindrical wheel surfaces of the two non-steel drive wheels in contact with the track can both fall on the bearing plane of the track, and the central axis of the non-steel drive wheels is perpendicular to the track direction. The control and execution components of the kinematic pair also apply force between the structural components of the drive frame and the vehicle frame, so that the wheel surfaces of the non-steel drive wheels are suspended or in contact with the upper plane of the track, and the magnitude of the contact pressure between the wheel surfaces of the non-steel drive wheels and the upper plane of the track is determined when they are in contact.

[0014] This allows for a more even contact pressure between the non-steel drive wheel's surface and the track surface, ensuring it is only slightly greater than the required adhesion between the wheel and track. The goal is to maintain sufficient traction or braking force from the wheel's torque conversion, rather than consistently exceeding the peak traction or braking force required. Since the drive frame and power bogie are only needed to generate combined traction or braking force during startup and braking, the contact pressure between the non-steel drive wheel's surface and the track surface can be brought close to zero or the non-steel drive wheel can be lifted to disengage during the cruising time after reaching operating speed. By removing the non-steel drive wheels from the track, the proportion of time they are under load during the entire operating cycle is reduced. In principle, the steel wheels bear the weight and provide guidance, and the peak load on the non-steel drive wheels is controlled within the capacity parameter range, thus resulting in a longer service life. In addition, if a system containing a drive frame malfunctions, the drive frame can be lifted to a free state that does not interfere with travel, allowing it to be driven by the power bogie and other drive frames. When traveling on tracks with particularly small turning radii, where the wheel surface of the non-steel drive wheels on the drive frame may not be sufficient to cover the track surface, the drive wheels of that drive frame can also be lifted to address the issue.

[0015] In order to facilitate the absorption of road freight and realize the "road-to-rail" shift, the power supply, emergency braking and control subsystems of each sub-train are designed to be able to work independently when separated into sub-trains through the rapid decomposition and combination of distributed EMU freight trains.

[0016] Preferably, each sub-train of the freight train is equipped with a pantograph. When each sub-train of the freight train has two or more cars, the cars of the sub-train are connected one after the other, and only one car is equipped with a pantograph. After receiving power from the high-voltage power grid, the pantograph transmits high-voltage power to the other cars of the sub-train through conductors with high-voltage insulation measures. After receiving power, each car uses its own on-board transformer to step down and convert the voltage into DC power and low-voltage DC control power, which is used by the drive system of the bogie and drive frame of the car and other components.

[0017] In this way, when a distributed EMU freight train powered by a high-voltage power grid is separated into two or more sub-trains, or when two or more trains composed of the same type of EMUs are combined into a freight train, the power supply of each EMU can work independently: there is no need to separate the high-voltage power supply when the train is separated, nor is it necessary to connect the high-voltage power cable when the train is combined; this is a suitable condition for realizing the rapid re-formation of freight trains without the need for shunting traction cars. This solution, although increasing the number of sub-trains several times compared to the tractor due to the number of freight cars between the sub-trains making it unsuitable to share pantographs, and thus increasing the number of power receiving systems several times over, allows for a larger batch production while maintaining the same total train drive power. Furthermore, the cost of expensive automatic or semi-automatic couplings for connecting the sub-trains is reduced by eliminating the function of separating high-voltage power supplies, keeping the overall cost difference within an acceptable range. The high-speed train formation capability is significant for attracting road transport freight and accelerating the shift from road to rail. The adjacent connection of the sub-trains facilitates sharing of pantographs. Each train has its own independent voltage and current converter, minimizing power cable length between the motor and its DC power supply to reduce power line losses.

[0018] Preferably, each sub-train of the freight train independently uses its hybrid system to generate DC power from the internal combustion engine of its respective sub-train, which is then rectified and converted, in conjunction with the battery power of each train in the train set. This DC power source and its derived low-voltage DC power source are used to drive and control the drive systems of the bogies or drive frames of each train in the sub-train set, as well as other components of the sub-train set.

[0019] In this way, when the freight train without grid power is separated into two or more sub-trains composed of sub-train sets, or when two or more sub-trains composed of sub-train sets of the same specifications are combined into a freight train, the power supply of each train can still work independently: there is no need to separate the power supply when the train is separated, nor is it necessary to connect the power cable when the train is combined; this is also a suitable condition for realizing the rapid new formation of freight trains without the need for shunting traction cars or hump formations; and it avoids the loss and cable cost caused by DC power cables transmitting current between trains that are far apart. Furthermore, when the selected drive system uses the same DC power supply as the drive system operating under the aforementioned high-voltage power grid conditions, the two drive systems can actually be designed to be compatible. This further facilitates mass production and is of great significance to product research and development, manufacturing, and after-sales service.

[0020] Preferably, the control system of the freight train is divided into three levels: 1) The main train controller and its human-machine interface are located in the driver's cab. The driver's cab is located in the first car of the train or in the new first car formed after the train is separated from the sub-motor group. There is also a spare driver's cab and a spare main controller and human-machine interface; 2) The motor controller is located in each motor car. When there are multiple motor cars in the sub-motor group, only one of them is equipped with a pantograph. The controller of the motor car is the active car controller of the sub-motor group; 3) The motor controller is located in the bogie or drive frame of each motor car. The main function of the train master controller for train drive is to send instructions to each train for the execution of components based on the instruction signals obtained from the human-machine interface input components and the train status signals obtained from each train controller. This includes sending train speed instructions and total traction force instructions from each train, or regenerative braking force instructions or emergency braking instructions, or instructions for the train to cruise at a specified speed to the train controller. It also sends train operating parameter selection and setting information, real-time operating status information, including fault alarm information, to the output display components of the human-machine interface for display. Each train controller, based on the train speed and traction commands, regenerative braking force commands or emergency braking commands sent by the train master controller, and the collected operational information, including information collected from the various drive motor controllers of the train and other sensor information collected through the train controller, sends corresponding motor torque and speed commands to the motor controllers of each bogie and drive frame of the train, as well as commands to other actuators of the train, and sends dynamic operational data and fault data of each automatic car to the train master controller; The freight train's main controller and the EMU controller communicate via bus communication as the normal communication method and wireless communication as a backup communication method in case of a failure in a certain link of the bus communication; or they communicate via pure bus communication or pure wireless communication.

[0021] In this way, the driver can control train-related information through the three-level control system and issue commands to operate and control the train. Furthermore, the freight train's main controller and the EMU controller communicate via bus, a reliable method commonly used in industrial control. Within the EMU, communication cables can run from end to end in both freight cars and EMUs, resulting in low cost. The communication cables between vehicles use semi-permanent fixed connections, ensuring very high reliability. Since the higher-frequency information exchange required for receiving and processing angular position feedback information from motor rotation is handled by the motor controller, the information exchanged via bus and the train's main operating status information sent back to the main controller after processing by the EMU controller have limited information volume and density per unit time. Therefore, the bus can use lower-frequency control signals to ensure a sufficiently long and safe transmission distance, and redundancy correction methods can be used to ensure correct signal transmission. Between sub-trains, the use of special automatic hooks with only communication cables should be reliable. Furthermore, when the hooks do not require connection to the power or air supply between sub-trains, the technology is easier to implement, resulting in significantly lower costs compared to conventional automatic hooks. Even if communication failures occasionally occur due to poor cable connections, they are easily detected, allowing for the use of backup wireless communication methods such as Wi-Fi or Bluetooth to replace the bus communication in this segment. This naturally makes communication security superior to pure bus communication without backup. Since the backup methods only involve bidirectional communication between sub-trains, the number of backup components and the required transmission distance are limited, thus reducing costs. Compared to pure wireless communication, which requires a high density of wireless communication base stations along the line to ensure reliability, the cost is much lower. Moreover, bus communication is difficult to interfere with externally; even if backup wireless methods are occasionally needed, malicious interference is unlikely to detect the activation of short-range backup methods to maintain effective interference.

[0022] Preferably, the train control system plans several speed / traction and speed / braking force curves through the control program to select the appropriate one for acceleration or braking operations. This includes a full-capacity speed / traction force curve based on the drive system's capabilities, as well as several speed / traction force curves with different discounts; it also includes a full-capacity speed / regenerative braking force curve based on the drive system's capabilities, as well as several speed / regenerative braking force curves with different discounts; it also includes several emergency braking procedures of different intensities; and it specifies several selectable speeds for train cruising. The main controller sends a common train speed command and a common traction force command or regenerative braking force command or emergency braking command to each train controller, sending a unified selection code. The train controller has recorded the various speed-dependent function algorithms in its program, and each independently adjusts the strength of the specified function algorithm according to the strength command represented by the selection code sent by the main controller. Based on this adjusted data and the feedback signal obtained from the motor, the controller sends a control execution signal to the motor controller.

[0023] This greatly simplifies the overall train control program, significantly reduces the amount of information exchange between the overall train controller and the train controller over long distances, reduces the probability of errors, and allows for a more appropriate reduction in the operating frequency of bus communication, enabling longer transmission distances. It also allows the train controller more time to focus on controlling the train's own drive system, thus improving control efficiency. In particular, when bus communication occasionally experiences poor contact at the cable joints of the automatic coupling or a sudden unexpected wire breakage, it is easy to activate backup wireless communication between the preceding and following stages where the fault occurred, ensuring timely transmission of a very limited amount of control command selection information. Furthermore, the overall train controller has a greater tolerance for delays in feedback train status information because the control command selection information for driving the train does not change frequently, while the train controller's control over its drive system is always present. Moreover, fault signals that may trigger emergency braking can be prioritized for feedback. In addition, a limited selection of gears is more practical and easier to standardize in this application than continuously variable gears.

[0024] Ideally, the two power bogies of the train are equipped with one on each of their left and right sides, for a total of four force sensors to measure the force on the drive wheels.

[0025] In this way, when the load on the left and right sides is unbalanced and exceeds the limit, or when the load on the front and rear is unbalanced and exceeds the limit, the control system can alarm or prompt the driver to take measures to correct the unbalanced load. When the four sensors indicate that the vehicle is overloaded, the control system can alarm or prompt the driver to take measures to reduce the load. When the four sensors indicate that the vehicle is underloaded and exceeds the limit, the control system can alarm or prompt the driver to take measures to increase the load, or the control system can appropriately reduce the traction force borne by the vehicle.

[0026] Preferably, the emergency braking system of each sub-trainset of the freight train is an independent braking system, including: an independent air compressor unit serving as the braking air source for the sub-trainset, each air storage cylinder, safety valve, pressure sensor, pressure control actuator, directional valve, pneumatic accessories, brake assemblies located in each motor car and freight car, and air pipes that are fixedly connected to each other; the control function of the independent braking system of the sub-trainset is also undertaken by the motor controller of the motor car equipped with pantograph; they all receive instructions from the train master controller, control the maintenance of the air source of the emergency braking system, and the conversion and change of various working states: including no braking, emergency braking (including the speed of braking and coordination with regenerative braking), and pure pneumatic parking brake; the input from the human-machine interface is transmitted to the train master controller and the motor controllers of the motor cars equipped with pantographs in each sub-trainset, transmitting electrical signals to the electro-proportional valves and electric directional valves of the emergency braking system in the sub-trainset to execute the instructions; the motor controllers of the motor cars equipped with pantographs send important status parameters of the braking system, including fault information, to the train master controller.

[0027] In this way, when the sub-trains are rapidly assembled into a train or separated from the train, it is not necessary to consider merging or separating their pneumatic braking systems, which makes the technical implementation relatively simple. The automatic coupling function and structure that can be operated at high speed are simplified, and the originally expensive cost is significantly reduced. The rapid operation of the sub-trains for entering and leaving the train allows for the rapid loading, unloading or reassembly of appropriate amounts of cargo with the sub-trains, which is an effective measure to attract road freight and is conducive to the implementation of "road-to-rail". Furthermore, by transmitting electrical signals instead of pneumatic signals to deliver braking commands to the entire train, the synchronicity of braking is greatly improved, the delay in braking of remote vehicles is reduced, and the safety risks caused by the lag in pneumatic transmission and inconsistent execution between the front and rear of the train during emergency braking are avoided. In addition, it is easier to coordinate with the distributed regenerative braking force of distributed EMUs for joint braking, which significantly improves the safety of emergency braking and saves energy.

[0028] In summary, due to the independent power supply, independent air supply for emergency braking, and controllable drive system of each sub-train, and the availability of a driver's cab (human-machine interface), each sub-train can function as an independent train. Because automatic coupling can be used between sub-trains, it is easy to quickly separate them from freight trains or merge them with freight trains. It is possible to unload (potentially within ten minutes) and load cargo at intermediate freight stations using sub-trains as a unit (or to transfer the sub-train to other railway lines according to the scheduling plan). This only requires the intermediate station to have a turnout-in line and a turnout-out line as basic conditions, without relying on complex hump yard systems and shunting traction vehicles. Thus, due to the limited time required for rapid loading and unloading, and because the power and traction per unit weight of the distributed trains are higher than those of trains pulled by traction vehicles, resulting in greater acceleration after a stop, the average operating speed is increased, and the impact on the overall train schedule is very limited. If the distance between the departure and arrival stations is over a thousand kilometers, and the distance between other line nodes is about 300 kilometers, loading and unloading at these nodes avoids unnecessary barges (which affect efficiency and waste extra time, service, and related costs), especially unreasonable reverse barges. These were likely the reasons why transport operators abandoned railways for road freight after weighing the pros and cons. Furthermore, the aforementioned nodes themselves can collect and distribute more goods through other railway lines. When the division of labor between railway and road transport changes from loading and unloading at departure and arrival stations (over a thousand kilometers apart) to finding loading and unloading distribution stations within about 150 kilometers, road transport over 1,000 kilometers will find it difficult to compete with railways. Even for road freight within the 500-1,000 kilometer range, a considerable portion will shift to railway transport, which is more economical, and thus may achieve a significant increase in railway freight turnover. This is an important direction for the "road-to-rail" shift.

[0029] The embodiments will describe a comparison of the technical and economic effects of the new solution and the original tractor solution.

[0030] There is no need to worry too much about whether the stable freight volume of the EMU can be gathered for loading and unloading at intermediate node stations, which is also described in detail in the embodiments. Attached Figure Description

[0031] Figure 1 This is a schematic diagram showing the configuration of the drive components for one type of EMU (Electric Multiple Unit). Figure 2 This is a structural schematic diagram of a single drive frame, with the upper part being a (perspective) side view and the lower part a top view; Detailed Implementation

[0032] The following embodiments are merely illustrative and do not imply any limitation on the scope of protection. In the description, special features are emphasized, while features already described in the "Summary of the Invention" and known to be achievable are described as concisely as possible with minimal repetition.

[0033] This example replaces the target example: the original HXD3 type tractor (driven by an asynchronous motor, weighing 150t, axle load 25t, 7200kW, maximum traction force 570kN; maximum speed 120km / h), tracting 50 freight cars of 100t each; its power-to-weight ratio is 7200kW / 5150t = 1.4kW / t, and its maximum traction force per unit weight is 570kN / 5150t = 0.1107kN / t = 11.29N / kN; taking a passenger and freight railway with a 1200km interval between arrival and departure stations, and three intermediate stations with an interval of approximately 300km between arrival and departure stations as an example. Because the original freight trains had long loading and unloading times at intermediate stations, affecting railway operating efficiency; the current solution is: no loading or unloading operations will be performed at intermediate stations for freight cars.

[0034] This paper introduces a freight train composed of electric multiple units (EMUs): it consists of four EMUs connected end to end. All cars in each EMU, including motor cars and freight cars, are connected by semi-permanent couplers. The EMUs are connected to each other by a special automatic coupler—which only serves as a mechanical connection and a communication bus connection, and does not serve as a high-voltage power supply connection or an air supply connection. Each EMU is independently powered by a pantograph, and the power is transformed and converted to form its own DC750-800 DC power supply and auxiliary control power supply for the drive and control of each motor car in that EMU. Each EMU is also equipped with an independent pneumatic air supply for emergency braking of each motor car and freight car in that EMU.

[0035] Each sub-trainset is configured with a power output of 2.17 kW / t per unit traction weight and a maximum traction force of 34.78 kN / t per unit weight, as implemented as follows: In the example above: the first sub-train consists of two connected motor cars (which also serve as freight cars), which pull 12 freight cars (each motor car and freight car weighs 100t / car when fully loaded); the first motor car of this sub-train is equipped with a driver's cab (including the train's main controller and human-machine interface), and a pantograph that receives high-voltage AC power from the high-voltage power grid and supplies high-voltage power to the second motor car through insulated wires to share the pantograph; both motor cars are equipped with a motor controller, which communicates with the train's main controller via a bus, receives instructions, and provides feedback on the motor status; other sub-trains that are to be separated into independent sub-trains are also equipped with spare driver's cabs (including the train's main controller and human-machine interface). Based on the operation of the human-machine interface, the train's main controller can quickly separate designated sub-trains from the main train at intermediate stations using the aforementioned special automatic hooks, achieving rapid unloading. Alternatively, the sub-trains can be transferred to other railway lines via switches to join bypass freight trains for transshipment. Other sub-trains (sub-cargo trains) waiting at intermediate stations with pre-prepared cargo can also be transferred to the main train's railway line via switches, and then quickly loaded onto the main train using the aforementioned special automatic hooks. This is achieved automatically, without relying on shunting traction cars or hump yards. This avoids unreasonable short-haul transport and significantly advances the rational regional division of labor between railway and road freight. Since railway freight can be efficiently transported within 150km of the arrival / departure stations and intermediate stations, railway freight services can provide an advantage for freight demands over slightly longer distances. While the implementation of simpler hooks, including those for controlling gas supply, is certain since automatic hooks already exist, they will be significantly cheaper due to reduced technical difficulty and a large potential market.

[0036] The following examples further illustrate the point and compare its economic viability with that of a tractor-trailer shuttle bus solution: Figure 1 This is a schematic diagram of the drive component configuration for one type of EMU (ignoring other details of the EMU): Component 1 is a powered bogie (2 units), with an axle arrangement of B0-B0; Component 2 is a rubber-wheel drive frame (4 units), located below the EMU frame (Component 3), symmetrically distributed before and after the two bogies; both the bogies and the rubber-wheel drive frames use a 190kW rated permanent magnet motor, model TZ230XY1351, with the following parameters:

[0037] This is the rear-drive motor used in the Zhiji LS6 new energy passenger vehicle, with a rated power of 190kW, the same as the mainstream motor configuration for subways. Therefore, the power-to-weight ratio of the aforementioned sub-train example is 2*8*190kW / 1400t=2.17kW / t. This is a large-scale passenger vehicle motor already in mass production. Directly selecting it avoids the huge investment required for the synchronous motorization (replacing the asynchronous motor) of the HXD3 traction vehicle. Furthermore, even after successful development, the production volume is far less than that of passenger vehicles. Compared to the same power motor used in subways with larger production volumes, the price of the TZ230XY1351 is less than one-fifth. Compared to the 1200kW asynchronous motor of the HXD3, the power-to-price ratio of the TZ230XY1351 is still higher.

[0038] The maximum traction force per unit weight can reach 34.78 N / kN, which is particularly beneficial for acceleration and deceleration, and increases the average travel speed within the freight speed limits stipulated by the railway. This is due to the power bogie (using M... a (represented) and rubber wheel drive frame (using M) b (This indicates) the result of the superposition of traction forces. See first Figure 2 This is a schematic diagram of a single rubber wheel drive frame (minor details are ignored). The upper part of the diagram is a side view, and the lower part is a top view: Component 1 is the motor, and component 2 is the reducer (speed ratio i). b =26.5), Part 2.1 is the output shaft of the reducer, and rubber drive wheels (part 2.2) are respectively installed at the two shaft ends. Part 3 is the train frame, and Part 3.1 is the reducer mounting seat, which is installed under the frame so that the reducer (part 2) can swing against the mounting seat through the shaft pin (part 3.2) so that the near-cylindrical wheel surfaces of the two rubber drive wheels in contact with the track can fall on the bearing plane of the track. In addition, the central axis of the non-steel drive wheel is perpendicular to the track direction. Part 4 is an electric ball push rod component, and its two ends are respectively hinged to the frame (part 3) and the reducer housing. The motor (part 1) is installed on the input flange of the reducer (part 2). After deceleration, it drives a pair of rubber wheels (part 2.2). The electric ball push rod component (part 4) transmits the thrust through the reducer (part 2) housing, which determines the pressure of the wheel surfaces of the two rubber wheels on the upper plane of the railway track, or lifts the rubber drive wheels off the track.

[0039] The adhesion coefficient between the rubber wheel and the track plane is 0.85. In order to extend the life of the rubber drive wheel and safely support the traction force, the pressure of the rubber wheel surface pressing on the upper plane of the railway secondary track is ≤2t / wheel. Furthermore, the output traction force is realized by controlling the torque of the motor, and the pressure of the electric ball push rod (part 4) is controlled synchronously = the traction force shared by each wheel axle (two wheels) / 0.8. During the cruising time outside of the short acceleration and deceleration time, the rubber wheel is lifted to avoid wear.

[0040] The following is a table for calculating the traction force of the drive frame: M b Traction force calculation table:

[0041] As long as the power configuration per unit traction weight of the entire train is the same, a sub-motor set (2M+12T) or the entire train can be represented by 1 motor car + 6 freight cars (1M+6T). The table above is calculated based on 1M+6T.

[0042] If the peak traction force of the 4-drive frame is calculated based on the maximum safe adhesion traction force: F nm =4 shafts * 4t force / shaft * (cohesion coefficient) 0.8 = 12.8t force = 125.6kN; If based on the actual peak traction force output from the motor's peak torque meter: F dm = (4 axes * 500 Nm / axis) * i b *Transmission efficiency 95% / 0.404m = 124.6kN; clearly, the motor capacity limit must be met. The traction force f per unit weight provided by the drive frame... b =F / 700t force = 10F / (7*9.8) N / kN, its peak value: f bm =124.6kN / 700t force = 18.16N / kN; In accordance with conventional rail train operation practices, a speed / traction (range) table has been prepared (where F 100 F 95 These represent the traction capacity without considering transmission losses and the actual traction capacity with a transmission efficiency of 95%, respectively: speed range (0,10], traction force F 100 F 95 and traction force per unit weight f b For the allowed peak value; the interval (40, 120], F 100 Limited by a constant power of 760kW, F is also determined. 95 and traction force per unit weight f b The interval (10, 40) is transitioned by a slanted straight line, and all operating points are within the permissible range of intensity and thermal power.

[0043] The following is a table for calculating the traction force of a powered bogie: M a Traction force calculation table:

[0044] According to the testing standards, considering a 10% margin, the maximum test speed of the EMU is 132 km / h = 2200 m / min, the diameter of the EMU's steel wheels is 0.84 m, and the overall speed ratio is i. a, has: (21000rpm / i a ) * 3.14 * 0.84 m = 2200 m / min; get i a =21000*3.14*0.84 / 2200=25.2.

[0045] If the maximum adhesive traction force F is calculated based on the load-bearing capacity of the two bogies under full load... nm Assuming the adhesion coefficient between the steel wheel and the rail is 0.35, we get: F nm =0.35*(100-16)t=29.4t force=288.1KN; If the actual traction force F at the output of the motor peak torque meter is used... 95 Peak value F (considering a transmission efficiency of 95%) 95m ,have: F 95m =4 axes * 500 Nm / axis * i a *Transmission efficiency 95% / 0.42m = 114kN; significantly less than F nm The peak traction force f per unit weight provided by the bogie must meet the motor capacity limit. am =114kN / 700t force = 16.62N / kN; f a =F / 700t force = 1000F / (700*9.8) = 10F / (7*9.8) N / kN; Similar to M a The traction calculation table, with speed / traction force (range) arranged in three intervals: speed interval (0, 10], traction force F... 100 F 95 and traction force per unit weight f b For the allowed peak value; the interval (40, 120], F 100 Limited by a constant power of 760kW, F is also determined. 95 and traction force per unit weight f b The interval (10, 40) is transitioned by a slanted straight line, and all operating points are within the permissible range of intensity and thermal power.

[0046] According to M a M b The traction calculation table shows the acceleration parameters of the sub-motor unit (or train) after the power bogie and drive frame are superimposed and driven. See the table below:

[0047] In the table, M a M b The resultant force parameter is obtained by superimposing the traction forces: f = fa +f b ; That is, the total traction force per unit traction weight of the sub-motor set = M of the sub-motor set a Unit traction force + sub-motor M b Unit traction force f b ; The basic unit resistance w of a freight car can be obtained from Table 5 of TB / T 1407.1-2018; The residual traction force after overcoming the basic resistance is generated by fw. Comparing this to the aforementioned tractor-driven train on a straight railway without gradients or tunnels: The acceleration is calculated from the unit residual traction force: a≈(fw)(N / kN)*kN / 100kg; that is, a=(fw)*0.01m / s². 2 ; Therefore, the average acceleration a for every 10-kilometer segment is calculated. p The distance S (m) within each speed range was calculated to be 0.7716V. pj / a pj The time for each velocity segment is calculated as: T(s) = {(V2) - (V1)} / 3.6a pj The acceleration parameters from 0 to 120 km / h were calculated as follows: the distance traveled was approximately 8.7 km, the time taken was approximately 380 seconds, and the average acceleration throughout the entire process was 0.121 m / s². 2 .

[0048] The following are the calculation results: 0-40km / h: Total S = 256m; Total time T = 42s; Calculate a = 2S / (T) 2 ), a=0.290m / s 2 0-80km / h: Total S = 2034m; Total time T = 145s; Calculate a = 2S / (T) 2 ), a = 0.193 m / s 2 0-120km / h: Total S = 8729m; Total time T = 380s; Calculate a = 2S / (T) 2 ), a=0.121m / s 2 The original locomotive design: The traction data is taken from Table B.26 of TBT 1407.1 for the HXD3 model (axle load 25t).

[0049] This speed / traction (range) table is also divided into three intervals: the speed interval (0, 10], the peak value of 570kN is defined by the adhesion coefficient between the drive wheel and the rail; the interval (65, 120] is the operating point determined by the constant power of the motor of 7200kW; and the interval (10, 65] is transitioned by a slant line.

[0050] The acceleration parameters from 0-120 km / h can be calculated similarly above: the journey takes approximately 19 km, approximately 820 seconds, and the average acceleration over the entire distance is approximately 0.0565 m / s². 2 The sub-train scheme saves 440 seconds per acceleration and 10 minutes per start-stop compared to the original scheme, which is to be expected. The time saved by the technical stops of the shuttle bus and the stops to allow the passenger bus to pass are offset by the unloading and loading time at intermediate stations through the separation and entry of the sub-train. Obviously, it has no impact on the length of the service.

[0051] When the route of the freight train has long gradients or tunnels, requiring a stronger power-to-weight ratio, the 2M+12T configuration can be reduced in terms of the towing ratio, for example, by changing it to 2M+11T. When there is a significant difference in the load capacity between the main and reverse freight trains, and the main line has many long gradients, the towing ratio can be appropriately increased to improve the load capacity of the freight train. When there are seasonal differences in freight transport, the number of sub-train sets included in the freight freight train can be used to adapt. Most importantly, the "road-to-rail" shift is a long historical process involving the interests of multiple parties. In the initial stage, there is a period of accumulation of freight at intermediate stations of the freight freight train nodes. The configuration of sub-train sets exchanged at intermediate stations can be reduced, for example, M+6T, etc., and then restored to 2M+12T after the freight supply is sufficient. In the above process, without adding new types of high-speed trains, the new train scheme will achieve a higher power-to-price ratio than the original traction train scheme by accumulating large-scale production of high-power new energy vehicles and leveraging their related R&D, manufacturing, and service systems. More importantly, the strategic significance of the huge energy-saving and emission-reduction of "road-to-rail" is even greater, and it has also realized the transformation of railway locomotive drives from asynchronous motors to synchronous motors ahead of schedule, which also saves a lot of energy.

[0052] When a freight train with a maximum operating speed of 80 km / h is required, the original motor and motor inverter controller can still be used. Even the reducer can be from the same series; only the number of teeth in the gear pair needs to be moderately changed to increase the speed ratio, and the strength of the final output section can be appropriately increased. Therefore, mass production can be achieved, which is very beneficial to improving cost-effectiveness. These features, which adapt to multiple application scenarios and still achieve maximum mass production, are something that the tractor unit solution cannot achieve.

[0053] It should also be noted that the new scheme, by replacing the original 1.4kW / t configuration with a power configuration of 2.17kW / t, achieves more than three times the traction force (the maximum traction force per unit traction weight is 34.78N / kN instead of the original 11.29N / kN). This is something that the traction car scheme cannot achieve (it would require three 150-ton HXD3 type trains to pull 50 freight cars to achieve this traction force: poor economy, and serious problems with the safety of the coupling, etc.), and it is also something that general distributed EMU schemes cannot achieve. This is because, even if the new EMU is not fully loaded, as long as the weight of the EMU reaches 50 tons (16 tons for the drive frame and 34 tons for the power bogie), it can fully meet the adhesion requirements of the steel drive wheels and rubber drive wheels to the rails, which is sufficient to support the traction force corresponding to 34.78N / kN; while pure steel wheel drive cannot do this. This is a key measure to increase the trailer-to-power ratio, reduce the number of EMUs, increase the proportion of freight cars (only about 300,000 RMB / car, while EMUs are much more expensive), and reduce train costs.

[0054] In this embodiment, the distribution and functions of the three-level controller have already been described in the "Summary of the Invention" and will not be repeated here. The following points will further describe them: The "human-machine interface" includes an automatic / debugging switch; a switch for selecting parameters when automatically operating according to the program; a 16-speed preset selection switch (including 10 forward speeds: 3, 5, 10, 20, 40, 60, 80, 100, 120, 130 km / h; 5 reverse speeds: -3, -5, -10, -20, -40 km / h; and a stationary position of 0 km / h between forward and reverse speeds); and a 12-speed selection switch for traction and electric braking force (in order: 100%, 95%, 90%, 80%, 60%, 30%, 0%). -10%, -20%, -50%, -80%, -100%, where "-" represents electric braking force, and the data represents the percentage of the total electric braking capacity. A four-level pneumatic braking intensity selection switch is also included: (0, 20%, 60%, 100%). Pneumatic braking intensity 100% is the emergency braking switch, simultaneously applying 100% electric braking. The system also includes a computer with a display for showing train operating settings, real-time operating status parameters, fault parameters, and for querying historical parameters. Additionally, a manual switch is included for commissioning or special operations on designated sub-train units.

[0055] Each train controller program contains an algorithm that calculates a function (traction force) based on the independent variable (real-time speed). This algorithm is similar to the aforementioned M... a Traction calculation table and M bThe traction force calculation table operates at the same point, and it can correspondingly derive an algorithm for calculating the output torque based on the real-time motor speed. The preset speed, traction force, and electric braking force intensity are read by the train's main controller and sent to each train controller. Before reaching the preset speed target, each train controller multiplies the calculated total output torque value by the intensity coefficient to obtain the real-time motor torque target parameter, which is then sent to the respective motor inverter controllers on the train for execution. As acceleration progresses and the preset speed is reached, the torque is maintained at the torque level that balances the speed and resistance torque. The control of electric braking force follows a similar method. Based on the algorithm for calculating the electric braking force using the independent variable (real-time speed) and the electric braking force intensity parameter, a control signal for the electric braking torque of the motor is derived. This method is still applicable to the motor inverter controller originally matched with the selected permanent magnet motor TZ230XY1351. Because it utilizes a mature product from mass production, it offers extremely high cost-effectiveness. Furthermore, since the aforementioned control signals are not analog quantities, they are broadcast by the train's main controller via the bus. Additionally, the high-frequency information regarding the continuous feedback and processing of field status information during high-speed motor operation occurs between the motor controllers and the motors. Issues such as overheating of local drive systems requiring a moderate reduction in power intensity are handled by the train controller. None of this requires specific processing by the main controller. Even the information sent back from the train controller to the main controller does not involve direct high-frequency exchange with the motors; it is limited to fault information and key parameters related to the fault—the processed conclusions from the train controller. This significantly reduces the total amount of information transmitted by the main controller and the train controller per unit time. This reduces the frequency of bus communication and lays the foundation for safe and reliable bus-based communication, as it is a mature, reliable, interference-resistant, and cost-effective communication method.

[0056] For the train in question, the total length will not exceed 1km; using CAN bus communication at a frequency of 50kbps is sufficient; if it is developed into a longer bus in the future, 20kbps can also be used.

[0057] Wireless communication serves as a backup communication method in case of a failure in a certain link of the bus communication system. This embodiment employs: 1. A Wi-Fi device, GCAN-213, with a maximum transmission distance of 250m, is connected to the communication port of the active car controller of each sub-motor unit of the freight train. It is placed on the top of the active car of the sub-motor unit, and the distance between the front and rear must be less than 250m. It is suitable for use.

[0058] 2. During the pre-departure inspection, troubleshooting faults in the communication bus and Wi-Fi communication devices; 3. When a communication bus disconnection fault is detected, the Wi-Fi communication device between the front and rear active vehicle controllers at the point of disconnection is activated as a wireless relay device for the front and rear bus signals to resume the bus signals. Of course, the timing needs to be changed, and there will be a corresponding delay. Since driving information changes very little during driving and is not sensitive to time, although emergency braking information is very sensitive to time delay, the extremely low probability of a control bus disconnection fault is detected almost immediately after disconnection due to repeated testing by the program during driving, and the driver is informed. If on a continuous downhill slope, the driver can actively and appropriately reduce the driving speed to prevent braking within the specified distance in case of emergency braking. Even with a 100-millisecond delay, braking can still be achieved.

[0059] 4. If there are two disconnections, the same procedure will be followed, although there will be a greater delay. However, this is an extremely low probability event: before departure, the existence of bus communication disconnection has been eliminated by established procedures. It is only caused by an unexpected reason during the journey. Assuming that it occurs once every 300 trips, the probability of two disconnections is only once every 90,000 trips. There are already contingency and life-saving measures in place. At most, the speed will be reduced appropriately in advance. It is a fault, not a major accident.

[0060] Compared to the control communication used for multi-unit reconnection via purely wireless communication in heavy-haul railways, this method has proven effective and feasible. However, it requires a large number of communication base stations and expensive equipment, and while it is reasonable for the busy operations of heavy-haul railways to bear the costs, it is not something that regular freight trains on passenger-freight mixed lines can afford. In particular, the solution of this invention has significant advantages in dealing with malicious interference.

[0061] The emergency braking control information is sent from the train master controller to each active vehicle controller via the communication bus. The preparation and execution process of the air source has been described in the "Summary of the Invention" and will not be repeated here.

[0062] The above embodiments are only preferred examples because of their outstanding advantages. As long as they meet all the possibilities of the claims, they should be protected as part of a series of products that meet various application conditions.

[0063] To elaborate further: logistics generally involves goods being concentrated in production areas and then distributed to user areas. For coal and mines, due to their large transport volumes and the concentration of production and user areas, railway freight often utilizes point-to-point processing, which promotes specialization, improves efficiency, and addresses urgent needs. However, this only represents a small portion of the overall logistics turnover. The majority of turnover is still achieved through zone-to-zone transport.

[0064] Since the main freight turnover of passenger-freight mixed railways, which are the main body of railway freight transport, is realized by scheduled trains, the new plan advances the regional interface of the reasonable division of labor between railway scheduled trains and road transport from arrival and departure hubs to intermediate stations. This will enable most of the busiest freight sections of passenger-freight mixed railways to be reasonably connected to road freight within 150km. Furthermore, if all logistics companies that currently rely on medium- and long-distance road transport and cater to more basic users (such as express delivery) unite and coordinate with the nationwide network of railway and road transport, with the participation of nationwide freight sources across scheduled train routes and the buffer of freight business that is not sensitive to schedules, it is possible to organize the minimum stable freight volume required for the sub-train sets of scheduled trains, with railway arrival and departure hubs and intermediate stations as the interface for the division of labor between railway and road freight.

[0065] Due to the product scale aggregation function of the new solution, especially the distributed EMU solution, the power of a single motor and its drive system is greatly reduced, making it comparable to that of large-scale new energy passenger vehicles produced in ultra-large quantities. This allows the related production systems of the two to be integrated, resulting in a significant reduction in costs. The participation of rubber wheel drive frames has multiplied the towing-to-power ratio of freight trains, making better use of existing freight cars and significantly reducing the number of more expensive EMUs, thereby further reducing costs. Even though the distributed EMU increases the number of discrete components, the increased cost may be small compared to the cost savings of the main drive unit due to the increased batch size and the fact that the power often falls on more commonly used specifications. By making full use of the huge assets of existing freight cars and railways, the proportion of new investment is small, thus improving the overall rate of return.

[0066] In particular, if the new plan is implemented, long-distance road freight transport along railways will lose out in competition and be replaced by a combination of railway shuttle services and short-distance road freight transport. This could potentially shift 10% of the current road freight turnover (equivalent to 795.1 billion ton-kilometers) to rail. If we consider the diesel trucks that will replace them (at a rate of 0.0165 L / ton-kilometer), this would reduce diesel consumption by 11.05 million tons. This amount of diesel would require approximately 36.83 million tons of crude oil to produce, while the total crude oil imports in 2025 will only be 578 million tons, highlighting its strategic significance.

Claims

1. A freight train, characterized by: This is A freight train used on passenger-freight mixed-line railways or heavy-haul railways; The freight train consists of two or more sub-trains connected end to end. Each sub-train consists of one or more motor cars that also serve as freight cars and a group of non-driving freight cars that drive them. All cars in a sub-train, including the motor cars and freight cars, are connected by semi-permanent couplers. Each sub-train is connected by automatic or semi-automatic couplers. The power supply and pneumatic emergency braking systems of each sub-train are independent. The drive wheels of the trains distributed in the sub-train sets are driven by permanent magnet synchronous motors.

2. A freight train according to claim 1, characterized in that: The permanent magnet synchronous motor mentioned above is a type of permanent magnet synchronous motor that has been widely and maturely applied in new energy passenger vehicles. The identifying characteristics of "using new energy passenger vehicles" are: the type code, size specification code, signal feedback element code, and cooling method code in the motor model are the same (except for the reserved code part) or substantially the same, that is, the model does not match, but the physical characteristics match the meaning of the model; the so-called large-scale mature application means that: the motor is used in new energy vehicles (which may be manufactured by different manufacturers or used in different vehicles), and the cumulative sales have exceeded 50,000 or there is a record of monthly sales exceeding 5,000.

3. A freight train according to claim 1, characterized in that: The train is equipped with two powered bogies, which serve as load-bearing, steering guides, and drive units. Before and after these two powered bogies, two assemblies (referred to as drive frames) containing four non-steel drive wheels are installed. Each drive frame is powered by a motor, which, after being reduced in speed by a reducer, drives a pair of non-steel drive wheels. The distance between the two center planes of the non-steel drive wheel pair is equal to the track gauge plus the rail width. The non-steel drive wheels are rubber wheels, or their contact parts are made of a material with an adhesion coefficient to the rail greater than 0.

5. The non-steel drive wheel pair... When participating in driving or braking, the traction force or braking force is transmitted through the adhesion with the two rails, respectively, to drive or brake the motor car to which the drive frame is located; in addition, some motor cars may only have the two powered bogies and no drive frame; or some motor cars may only have two unpowered bogies, and two assemblies with a total of four non-steel drive wheels, referred to as drive frames, are installed in front of and behind the unpowered bogies respectively; the motor cars in the sub-motor set may be one of the above three types of motor cars or a combination of different types of motor cars mentioned above.

4. A freight train according to claim 3, characterized in that: Between the drive frame and the vehicle frame, there is a kinematic pair. The relevant kinematic pair components plan the motion trajectory of the drive frame relative to the vehicle frame, so that the near-cylindrical wheel surfaces of the two non-steel drive wheels in contact with the track can both fall on the bearing plane of the track, and the central axis of the non-steel drive wheels is perpendicular to the track direction. The control and execution components of the kinematic pair also apply force between the structural components of the drive frame and the vehicle frame, so that the wheel surfaces of the non-steel drive wheels are suspended or in contact with the upper plane of the track, and the magnitude of the contact pressure between the wheel surfaces of the non-steel drive wheels and the upper plane of the track is determined when they are in contact.

5. A freight train according to claim 3, characterized in that: Each sub-train of the freight train is equipped with a pantograph. When each sub-train has two or more cars, the cars in the sub-train are connected one after the other, with only one car equipped with a pantograph. After receiving power from the high-voltage power grid, the pantograph transmits high-voltage power to the other cars in the sub-train through conductors with high-voltage insulation measures. After receiving power, each car uses its own onboard transformer to step down and convert the voltage into DC power and low-voltage DC control power, which is then used by the drive system of the bogie and drive frame of the car and other components.

6. A freight train according to claim 3, characterized in that: Each EMU of the freight train independently uses its hybrid system to generate DC power from its own internal combustion engine through power generation, rectification, and conversion, in conjunction with the battery power of each EMU car, as a DC power source and its derived low-voltage DC power source to power and control the drive system of the bogie or drive frame of each EMU car and other components of the EMU car.

7. A freight train according to claim 3, characterized in that: The control system of the freight train is divided into three levels: 1) The main train controller and its human-machine interface are located in the driver's cab. The driver's cab is located in the first car of the train or in the new first car formed after the train is separated from the sub-motor group. There is also a spare driver's cab and a spare main controller and human-machine interface. 2) The motor controller is located in each motor car. When there are multiple motor cars in a sub-motor group, only one of them is equipped with a pantograph. The controller of the motor car is the active motor controller of the sub-motor group. 3) The motor controller is located in the bogie or drive frame of each motor car. The main function of the main train controller for train drive is to send instructions to each motor car to be executed by the components in the motor car based on the instruction signals obtained from the input components of the human-machine interface and the train status signals obtained from each motor car controller. This includes sending the train speed instruction and the total traction force instruction of each motor car, or the regenerative braking force instruction or the emergency braking instruction, or the instruction to cruise the train at a specified speed. The system sends train operating parameter selection and setting information, real-time operating status information, including fault alarm information, to the output display component of the human-machine interface for display. Each train controller, based on the train speed and traction commands, regenerative braking force commands, or emergency braking commands sent by the train master controller, and the collected operating information, including information collected from the various drive motor controllers of the train and other sensor information collected through the train controller, sends corresponding motor torque and speed commands to the motor controllers of each bogie and drive frame of the train, and sends commands to other actuators of the train. It also sends dynamic operating data and fault data of each automatic car to the train master controller. The freight train master controller and the train controller communicate via bus communication as the normal communication method, wireless communication as a backup communication method in case of a failure in a certain link of the bus communication; or they communicate via pure bus communication or pure wireless communication.

8. A freight train according to claim 7, characterized in that: The train control system plans several speed / traction and speed / braking force curves through control programs to select the appropriate one for acceleration or braking operations. These include a full-capacity speed / traction force curve based on the drive system's capabilities, as well as several speed / traction force curves with different discounts; a full-capacity speed / regenerative braking force curve based on the drive system's capabilities, as well as several speed / regenerative braking force curves with different discounts; several emergency braking procedures of varying intensities; and several selectable speeds for train cruising. The main controller sends a common train speed command and a common traction force command, regenerative braking force command, or emergency braking command to each train controller, using a unified selection code. Each train controller has recorded the various speed-dependent function algorithms in its program. Each controller independently adjusts the strength of the specified function algorithm according to the strength command represented by the selection code sent by the main controller. Based on this adjusted data and feedback signals obtained from the motor, it sends a control execution signal to the motor controller.

9. A freight train according to claim 7, characterized in that: The train has two power bogies, one on each of their left and right sides, for a total of four force sensors that measure the force on the drive wheels.

10. A freight train according to claim 7, characterized in that: The emergency braking system of each sub-unit of the freight train is an independent braking system, including: an independent air compressor unit serving as the braking air source for the sub-unit, each air storage cylinder, safety valve, pressure sensor, pressure control actuator, directional valve, pneumatic accessories, brake cylinder assemblies located in each motor car and freight car, and air pipes that are fixedly connected to each other; the control function of the independent braking system of the sub-unit is also undertaken by the active car controller of the motor car equipped with pantograph; they all receive instructions from the train master controller, control the preparation and maintenance of the air source for the emergency braking system, and the conversion and change of various working states: including no braking, emergency braking (including the speed of braking and coordination with regenerative braking), and pure pneumatic parking brake; the input from the human-machine interface is transmitted to the train master controller and the motor controllers of the motor cars equipped with pantographs in each sub-unit, and electrical signals are transmitted to the electro-proportional valves and electric directional valves of the emergency braking system in the sub-unit for execution; the active car controller sends important status parameters of the braking system, including fault information, to the train master controller.

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